PC12Fan From United States, joined Jan 2007, 1287 posts, RR: 6 Reply 6, posted (1 year 1 month 1 week 1 hour ago) and read 1196 times:
All of "TW'bs" 767's wre Pratt powered IIRC. When they merged, AA dumped TWA 76's but I don't know if they were ever replaced. I know that the plan was for AA to order GE powered 767's one for one, not sure if that ever materialized.
Just when I think you've said the stupidest thing ever, you keep talkin'!
DeltaGuy From United States, joined Sep 2001, 4174 posts, RR: 30 Reply 7, posted (1 year 1 month 6 days 23 hours ago) and read 1108 times:
AA didn't take any of TWA's 767's. Hell, they dumped the 717's, DC-9's, many of the MD-80's, and then all of their 757's are mostly at DL now. Not to mention many of their employees are not on property anymore.
What gain did they really get, other than slots?
DeltaGuy
"The cockpit, what is it?" "It's the little room in the front of the plane where the pilot sits, but that's not importan
BDL2STL2PVG From China, joined Jun 2006, 125 posts, RR: 0 Reply 9, posted (1 year 1 month 6 days 22 hours ago) and read 1088 times:
Quoting 777STL (Reply 8): not sure if TW's 767s ever actually flew for AA, they were dumped almost immediately and AA put a new order in for more 763s(10?)
AA did fly the TWA 763s. They kept them in the TWA colors and did not create the transitional paintjob. The TWA logo and Trans World name remained. In mid 02 it was announced that "all planes were repainted" but this did not include the 763s which were being phased out. I fly one in early October 2002 as a sub for a 757 on the STL-DEN route. The a/c was painted in the earlier paint scheme - red on white - vs. the final TW scheme.
AA737-823 From United States, joined Mar 2000, 4030 posts, RR: 10 Reply 10, posted (1 year 1 month 6 days 20 hours ago) and read 1024 times:
Just for every one's information, you can tell that the engine in question is a Pratt product because the precooler outflow vanes are on the LEFT side of the engine. On a GE CF-6, they're located on the RIGHT.
On a Rolls-Royce, they're located... well we're not sure where we put them, we're British. Hence ours spin backwards.
In case anyone isn't sure what I'm referring to, I'm talking about the four vertical vanes in the core cowl, forward of the exhaust cone.
Hope that helps!
For unto us a Child is born- unto us a Son is given!
ElmoTheHobo From United States, joined Aug 2006, 1144 posts, RR: 1 Reply 11, posted (1 year 1 month 6 days 20 hours ago) and read 1016 times:
Quoting 777STL (Reply 8): I'm not sure if TW's 767s ever actually flew for AA, they were dumped almost immediately and AA put a new order in for more 763s(10?)
AA ordered 9 763s + 2 777s to replace TWA 767-300s and move the A300s off of transatlantic routes. The goal at the time was to only fly 767-300s and 777s across the Atlantic, move A300s to the Caribbean and Florida, and eliminate the sub fleet of Pratt powered ex-TW 767s.
These 11 aircraft were the last widebodies received by American, as Boeing didn't let them defer them.
IIRC the last TW 763 left service just before the St. Louis hub was closed in November 2003.
TristarSteve From Sweden, joined Nov 2005, 2810 posts, RR: 23 Reply 13, posted (1 year 1 month 6 days 16 hours ago) and read 932 times:
Quoting AA737-823 (Reply 10): On a Rolls-Royce, they're located... well we're not sure where we put them, we're British. Hence ours spin backwards
On the RB211 they are in the pylon. The HPSOV is in the interservices fairing (the strut inside the engine) and the rest is in the pylon. RB211s are just different, the core engine is bare, the C ducts do not open (except on the B757), the accessories are all on the fan case.
TristarSteve From Sweden, joined Nov 2005, 2810 posts, RR: 23 Reply 15, posted (1 year 1 month 6 days 14 hours ago) and read 903 times:
Quoting AA737-823 (Reply 14): It was a joke. Nonetheless, I learned from what you wrote, so thank you.
I realised that, but have to defend the RB211. It may turn backwards, but compared to a JT9 it was so easy to work on, with 90pc of the components under the fan cowl. No opening of C ducts for us!
Jfk777 From United States, joined Aug 2006, 3377 posts, RR: 0 Reply 18, posted (1 year 1 month 5 days 5 hours ago) and read 597 times:
The 767-200ER fleet had P&W JT9D-7R4D engines. They started on the domestic side but went to Europe when TWA pioneered 767 flights with 60 minute ETOPS.
413X3 From United States, joined Jul 2008, 1022 posts, RR: 0 Reply 20, posted (1 year 1 month 5 days 2 hours ago) and read 511 times:
Didn't AA just basically dissolve TWA to get rid of one more competitor? I don't think even in any good economic times that they would have merged the employees. Maybe the airplanes if anything but they really had it out to screw over the employees, especially the pilots.
777STL From United States, joined Dec 2004, 2341 posts, RR: 9 Reply 21, posted (1 year 1 month 4 days 22 hours ago) and read 435 times:
Quoting 413X3 (Reply 20): Didn't AA just basically dissolve TWA to get rid of one more competitor? I don't think even in any good economic times that they would have merged the employees. Maybe the airplanes if anything but they really had it out to screw over the employees, especially the pilots.
American itself couldn't have cared less about screwing over the TW employees. It was AA's existing unions that took care of that.
KC135TopBoom From United States, joined Jan 2005, 7515 posts, RR: 51 Reply 22, posted (1 year 1 month 4 days 15 hours ago) and read 386 times:
Quoting 413X3 (Reply 20): Didn't AA just basically dissolve TWA to get rid of one more competitor?
Quoting 777STL (Reply 21): American itself couldn't have cared less about screwing over the TW employees. It was AA's existing unions that took care of that.
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